Exhaust system

ABSTRACT

The present invention provides an exhaust chamber system, comprising a stationary propeller type blade assembly with a nose cone within or adjacent to an expansion chamber, to create a vortex that swirls exhaust gas towards the outlet. The resultant vacuum within the exhaust chamber aids in scavenging an internal combustion engines exhaust gases, and in reducing system back pressure The exhaust chamber maintains the sound level of the exhaust within acceptable limits, while delivering improved horsepower, torque, and/or fuel efficiency over standard and other performance mufflers.

FIELD OF THE INVENTION

The present invention provides an exhaust chamber system for internalcombustion engines, which delivers improved horsepower, torque and/orfuel efficiency over standard and other performance mufflers.

BACKGROUND AND DESCRIPTION OF THE RELATED ART

Due to environmental concerns, governmental entities have steadilyimposed stricter regulations on the amount and type of exhaust emittedby vehicles powered by the internal combustion engine. Moreover, theamount of noise produced by such engines must also meet stringentstandards. The federal and state regulations may improve air quality anddecrease noise pollution, however these mandates also produce severedrawbacks because the exhaust emission and sound control devicesincrease fuel consumption and decrease power production by the affectedengines. The exhaust emission and sound control devices hamper engineperformance as a result of back pressure of exhaust gas created by thevery equipment that muffles the noise and cleans the exhaust gas.Designs of exhaust emission and sound control devices that increaseexhaust flow-through will mitigate back pressure on the engine, therebyimproving overall engine performance while still meeting demandinggovernmental environmental standards.

A number of systems have been proposed to provide a more efficient meansof reducing noise and/or air pollution from internal combustion engineexhaust. Examples of such proposed systems are found in U.S. Patentsissued to Kojima (U.S. Pat. No. 4,533,015), Michikawa (U.S. Pat. No.4,339,918), Taniguchi (U.S. Pat. No. 4,331,213), Harris et al. (U.S.Pat. No. 4,317,502), Taniguchi (U.S. Pat. No. 4,303,143), Kasper (U.S.Pat. No. 4,222,456), Everett (U.S. Pat. No. 4,129,196), Lyman (U.S. Pat.No. 4,109,753), Kashiwara et al (U.S. Pat. No. 4,050,539), and Iapellaet al (U.S. Pat. No. 3,016,692), amongst others. However, none of theseprior art references facilitate an improvement in engine power output orfuel efficiency. The quest to decrease noise and exhaust emissions,while off-setting the concomitant degradation of engine performancemanifested by decreases in fuel efficiency, horsepower, and torqueproduction, proves to be an ongoing struggle.

In particular the system proposed by Lyman (U.S. Pat. No. 4,109,753)presents a muffler assembly for substantially dampening acousticalvibrations of engine exhaust gases. The muffler assembly includes a flowcontrol means, such as a diffuser having a centrally disposed bafflewith radially extending deflector vanes and axially extending tabs. Thediffuser is positioned near the inlet to an apertured louver tube withina loosely compact shell of sound attenuating material. The aperturedlouver tube has approximately the same cross sectional area as the inletand outlet tubes. The diffuser has a planer baffle that substantiallyblocks and restricts the axial flow of exhaust gases along portions ofthe longitudinal axis of the louver tube, deflects the flow of exhaustgases toward the sound attenuating material and creates a turbulentflow. However, the Lyman muffler assembly fails to improve engineperformance (i.e. fuel efficiency, horsepower, torque), and differs fromthe present invention in terms of blade (sharp versus rounded) andbaffle geometry (planer versus cone shaped), expansion chamber crosssectional area (inlet area same as louver tube versus expansion chamberwith larger cross section), and exhaust gas flows (turbulent versuscontoured) as will be described.

SUMMARY OF THE INVENTION

The present invention provides an exhaust chamber system, comprising astationary propeller type blade assembly with a nose cone within oradjacent to an expansion chamber, to contour turbulent exhaust gas andswirl the exhaust gas in a vortex fashion towards the outlet. The nosecone and blade assembly are set at varying angles to aid in arcuatelyshaping the gas flow. The expansion chamber has a larger cross sectionalarea than either the inlet or outlet, and is perforated with a maximumaperture count for optimized exhaust gas flow so that the swirlingexhaust gas is in communication with the materials in the soundsuppression sleeve. The spiral of the swirling exhaust gas becomesprogressively tighter as the emissions travel through the expansionchamber to the outlet. This vortex generated by the stationary propellertype blade assembly with a nose cone acts to create a vacuum which drawsmore gases from the exhaust source, thereby reducing back pressure whileincreasing the exhaust through put of the engine. The exhaust chambermaintains the sound level of the exhaust within acceptable limits, whiledelivering improved horsepower, torque and/or fuel efficiency over thatof standard and other performance mufflers.

OBJECTS AND ADVANTAGES OF THE INVENTION

It is the object of the present invention to provide a novel exhaustchamber system of the character recited for use with internal combustionengines.

Another object is to provide a novel exhaust chamber system that meetsgovernmental regulations for sound emissions.

Another object is to provide a novel exhaust chamber system thatimproves fuel efficiency, engine horse power, and torque over internalcombustion engines fitted with standard or other performance mufflers.

Another object is to provide a novel exhaust chamber system thatcontours exhaust gases into a vortex with the use of a stationarypropeller type blade assembly with a nose cone.

Another object is to provide a novel exhaust chamber that produces avacuum that relieves back pressure on the internal combustion engine andaids in scavenging exhaust gas from the system.

Another object is to provide a novel exhaust chamber system made up of atwo piece construction.

These and other objects and advantages of the invention will become moreapparent as this description proceeds, taken in conjunction with theaccompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an exploded perspective cut away view illustrating theexternal and internal features of an embodiment of the exhaust chambersystem according to the invention.

FIG. 2 is an exploded side view of an exhaust chamber system having astationary propeller type blade assembly embodying the invention.

FIG. 3 is an end close-up view of the stationary propeller type bladeassembly of an embodiment of the invention.

FIG. 4 illustrates the flow of exhaust gas through the exhaust chambersystem according to the invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The invention is described by the following examples. Variations basedon the inventive features disclosed herein are within the skill of theordinary artisan, and the scope of the invention should not be limitedby the examples. To properly determine the scope of the invention, aninterested party should consider the claims herein, and any equivalentthereof. In addition, all citations herein are incorporated byreference.

With reference to the accompanying drawings and particularly FIGS. 1 and2 an exhaust chamber system 10 is comprised of two major subassembliesan inlet 12 and an exhaust expansion chamber 14. In the embodiment ofFIG. 1 a tapered inlet entry end 12 a is shown, whereas in FIG. 2 asubstantially flat inlet end 12 b and/or outlet end 30 are illustrated.Materials used to form exhaust system components are well-known in theart. In an embodiment, the exhaust chamber system casing and therelevant tubes are made from metals such as 304 stainless steel. Methodsof attaching the various components are also well-known. For example,coupling points can be formed integrally, such as welded or brazed.

An inlet tube 12 (either tapered 12 a in FIG. 1 or flat 12 b in FIG. 2)is attached to the proximal end flange 18 of the exhaust expansionchamber 14 with a series of bolts, screws or other suitable fasteners. Adistal end 20 of inlet tube 12 is attached directly or indirectly to anexhaust gas source, such as an internal combustion engine (not shown).The interior 22 of inlet tube 12 opens up into an expansion chamber 24defined by the interior of an expansion chamber tube 26. In the case ofthe tapered inlet tube 12 a, the interior 22 expands to match the radiusof the expansion chamber 24 (FIG. 1). Whereas in the case of the flatinlet tube 12 b the interior 22 stays constant and has a radius smallerthe that of the expansion chamber 24 (FIG. 2). The expansion chambertube 26 is attached substantially coaxially to outer shell 28 of theexhaust expansion chamber 14. Moreover, expansion chamber tube 26 isattached to outer shell 28 such that the exterior of the expansionchamber tube 26 and the interior of the outer shell 28 combine to definea sound suppression sleeve 16 that surrounds the expansion chamber 24.

Sound suppression sleeve 16 is packed with known sound suppressionmaterials. Examples of such materials include fiberglass, glass wool,ceramic, copper wool, copper strands, steel wool, etc. In the preferredembodiment the sound suppression material is high temperature ceramicpacking that holds up to 1800 degrees Fahrenheit and is one inch thick.Expansion chamber tube 26 is perforated stainless steel with maximumaperture count for optimized exhaust gas flow (FIG. 1 cut away) so thatthe expansion chamber 24 is in communication with the materials in thesound suppression sleeve 16. In the preferred embodiment, tube 26 hasabout 50% porosity. In another embodiment, tube 26 has between about 40to about 80% porosity. In the preferred embodiment, expansion chamber 24has at least about 2.11 times greater flow cross-sectional area thaninlet tube 12 b. In a further embodiment, expansion chamber 24 has atleast about 2 times greater flow cross-sectional area than inlet tube 12b. In yet another embodiment, expansion chamber 24 has between about 2times to about 2.25 times greater flow cross-sectional area than inlettube 12 b.

In the preferred embodiment, at the opening to expansion chamber 24, atan end proximal to inlet tube 12, a stationary propeller type bladeassembly 32 with a nose cone 36 and attached high temperature gasketseal 34 (see FIGS. 1, 2 and 3) rests in the recessed counter bore 38 onthe face of the proximal end flange 18 of the exhaust expansion chamber14, and is fully secured by a compression fit when the inlet tubeassembly 12 is fastened to the exhaust expansion chamber 14. The use ofthe tapered inlet tube 12 a increases the surface area of the gas flowprior to interacting with the blade assembly 32 with the nose cone 36,versus the flat inlet 12 b whose gas flow area is less then the surfacearea arc defined by the blade assembly 32 and the expansion chamber 24.The blade assembly 32 is positioned with the nose cone 36 facing theinlet exhaust gas flow. The nose cone 36 is tapered at 45 degrees and iswelded to the middle of the stationary propeller type blade assembly 32that has been formed by water jetting stainless steel and bending theblades to the desired angle. In the preferred embodiment, the propellercomprises four blades with a rounded arcuate shape, each having about a35 degree spiral twist. Alternatively, the blades have a turn of betweenabout 20-60 degrees. There is no difference in performance if the bladesare rotated clockwise or counterclockwise, as long as all blades areconsistent with each other. In other embodiments, the propeller can have2 to 8 blades. In another embodiment the propeller has 3 to 5 blades. Inthe preferred embodiment, the blades are relatively narrow. However,various blade widths may be utilized in the context of the invention.

In FIG. 4, an arrow 42 at the input 20 of inlet tube 12 representsexhaust gas traveling in a substantially linear direction in that area.When the gas reaches stationary propeller type blade assembly 32 with anose cone 36, the exhaust gas is forced to spin in a vortex, as itpasses through the expansion chamber 24. The swirling effect forces theexhaust towards the tapered outlet tube 30 exit end. The spin-flow ofthe exhaust gasses is maintained to propel the gas out of the mufflerthrough outlet tube 30 and leads to the atmosphere at distal end 40,either directly or indirectly (e.g. via a tailpipe). The relativedifference between the angled shape of airfoil surfaces of the nose cone36 and the stationary propeller type blade assembly 32 (set at 45 and 35degrees respectively in the preferred embodiment) assist in contouringthe airflow. In an embodiment, outlet tube 30 has substantially the sameinterior diameter as inlet tube 12 b. In another embodiment, the inlettube 12 b has a substantially smaller interior diameter than outlet tube30.

Without being limited by any theory, it is believed that as turbulentexhaust gas enters the larger diameter of expansion chamber 24, thegases are contoured and spun by a special set of vanes of the stationarypropeller type blade assembly 32 with nose cone 36. The result is a dropin pressure, which aids in scavenging the engine exhaust system. Engineexhaust gas flow velocity is kept high and unwanted backpressure isreduced. This facilitates the flow of the gasses through the expansionchamber and the outlet tube. The vortex effect creates a vacuum, whichdraws more gases from the exhaust source, increasing the exhaustthroughput of the engine. It is found that the exemplary embodiments ofthe invention provide high performance propulsion exhaust chambers thatincrease horsepower, torque, and/or fuel efficiency for internalcombustion engines, while maintaining the sound level of the enginewithin acceptable levels.

Relative to similar standard mufflers that do not have the stationarypropeller type blade assembly 32 with a nose cone 36, it has been foundthat the horsepower of the engine can be increased from 13-19%, and fueleconomy was increased by 10-14% in city driving, and from 14-18% inhighway driving. Examples of vehicles that would benefit from theexhaust chamber system of the present invention include trucks,automobiles, riding lawn mowers, boats, snowmobiles, etc. Additionally,power machinery, or other equipment driven by internal combustionengines would also achieve performance improvements if equipped with theexhaust chamber system of the present invention.

1. A high performance propulsion chamber system for exhausting combustion gases comprising: a shell; an expansion chamber tube coaxially attached to said shell; a sleeve in said shell; sound suppression materials in said sleeve; said expansion chamber tube being perforated with aperatures to about 40-80% porosity; and an inlet flange tube subassembly fastened to said shell in communication with said expansion chamber tube; a stationary propeller type blade assembly arranged in said inlet flange; and a nose cone attached to said stationary propeller type blade assembly.
 2. The high performance propulsion exhaust chamber system according to claim 1, wherein said stationary propeller type blade assembly with said nose cone is compressed fit between said inlet flange tube subassembly and said expansion chamber; and said stationary propeller type blade assembly with said nose cone rests in a counter bore groove in said inlet flange of said expansion chamber.
 3. The high performance propulsion exhaust chamber system according to claim 1, wherein said stationary propeller type blade assembly is formed by water jetting stainless steel and bending a plurality of blades to a desired angle, and said nose cone is welded to the center of said stationary propeller type blade assembly.
 4. The high performance propulsion exhaust chamber system according to claim 1, wherein said nose cone has a taper substantially of about 45 degrees.
 5. The high performance propulsion exhaust chamber system according to claim 1, wherein said stationary propeller type blade assembly is comprised of multiple vanes.
 6. The high performance propulsion exhaust chamber system according to claim 5, wherein said vanes of said stationary propeller type blade assembly are arranged substantially at about 35 degrees to the path of said exhaust gases.
 7. The high performance propulsion exhaust chamber system according to claim 1, wherein a high temperature gasket is attached to said stationary propeller type blade assembly.
 8. The high performance propulsion exhaust chamber system according to claim 1, wherein said sound suppression materials are selected from the group consisting of fiberglass, glass wool, copper wool, copper strands, steel wool and a combination thereof;
 9. The high performance propulsion exhaust chamber system according to claim 1, wherein said sleeve contains a high temperature ceramic packing material to suppress sound.
 10. The high performance propulsion exhaust chamber system according to claim 1, wherein said inlet flange tube subassembly has a smaller flow cross-sectional area than said expansion chamber.
 11. The high performance propulsion exhaust chamber system according to claim 1, wherein said expansion chamber tube has between about 2 to 2.25 times greater flow cross-sectional area than said inlet flange tube subassembly.
 12. The high performance propulsion exhaust chamber system according to claim 1, wherein said inlet flange tube subassembly has a tapered conical shape that expands to match the cross sectional area of said expansion chamber tube.
 13. The high performance propulsion exhaust chamber system according to claim 1, wherein said expansion chamber tube is perforated with apertures to achieve porosity.
 14. The high performance propulsion exhaust chamber system according to claim 1, wherein said shell, said inlet flange tube subassembly, and outlet tube are made of stainless steel.
 15. The high performance propulsion exhaust chamber system according to claim 1, wherein said exhaust chamber system is joined directly to an internal combustion engine.
 16. The high performance propulsion exhaust chamber system according to claim 1, wherein said exhaust chamber system is joined indirectly to an internal combustion engine through a series of manifolds, pipes, tubing, or other emission control devices.
 17. A device for increasing the horsepower, torque, fuel efficiency, and improving sound performance of an internal combustion engine by lowering back pressure of exhaust gases exerted on said engine, wherein said device comprises: a high performance propulsion exhaust chamber system having: an expansion chamber tube; a shell coaxially attached to said expansion chamber tube wherein an interior of said shell and an exterior of said expansion chamber tube form a sound suppression sleeve containing sound suppression material; wherein said expansion chamber tube is made of stainless steel and perforated with apertures, said expansion chamber being in communication with said sound suppression sleeve; an inlet flange tube subassembly being attached with fasteners to an inlet flange of said shell of said expansion chamber such that an inlet tube interior is in communication with said expansion chamber, wherein a stationary propeller type blade assembly with a nose cone is inserted between said inlet flange tube subassembly and said expansion chamber tube such that said stationary propeller type blade assembly with said nose cone is capable of swirling the exhaust gas when said exhaust gas passes from said inlet flange tube into said expansion chamber; and wherein said stationary propeller type blade assembly with said nose cone spins said exhaust gas to facilitate its passage through said expansion chamber, and through an outlet tube of said expansion chamber.
 18. The device recited in claim 17, wherein said stationary propeller type blade assembly and said nose cone are compressed fit between said inlet flange tube subassembly and said expansion chamber; and said stationary propeller type blade assembly and said nose cone rests in a counter bore groove of said inlet flange of said expansion chamber.
 19. The device recited in claim 17, wherein said stationary propeller type blade assembly is formed by water jetting stainless steel and bending a plurality of blades to a desired angle, and said nose cone is welded centrally of said stationary propeller type blade assembly.
 20. The device recited in claim 17, wherein said nose cone has about a 45 degree taper.
 21. The device recited in claim 17, wherein said inlet flange tube is flat.
 22. The device recited in claim 17, wherein said vanes of said stationary propeller type blade assembly are set between 20-60 degrees relative to the path of said exhaust gases, and vary from the angle of taper of said nose cone. 